JP4244182B2 - Anti-lock brake control method - Google Patents

Description

  The present invention relates to an antilock brake control method.

As a conventional antilock brake control method, an output of a speed sensor provided on the front and rear wheels is calculated and processed, and antiskid control is performed based on the obtained wheel speed (for example, see Patent Document 1), by an acceleration sensor. A device that detects vehicle body acceleration and performs anti-skid control based on the acceleration signal is known (for example, see Patent Document 2).
Japanese Patent No. 3445458 JP 7-179169 A

  Furthermore, when the output signal from the speed sensor is considered abnormal in anti-lock brake control, it is diagnosed as an abnormality in the anti-lock brake control mechanism such as the speed sensor, and a warning is given to the operator with a warning lamp, etc. Methods for prohibiting brake control and prompting repairs are known.

  By the way, it is unlikely to occur on a relatively flat road surface with a large friction coefficient such as a paved road, but the vehicle has a relatively large uneven surface such as a gravel road, a forest road, an off-road circuit, etc. When driving, the brakes are applied when the vehicle is stuck (the drive wheel slips and the vehicle cannot move) or when the vehicle jumps on a convex road surface and flies in the air for a relatively long time (motorcycle jumping). In this case, the signal from the speed sensor of each wheel deviates from the normal signal state, so the anti-lock brake control mechanism is actually used. Even if there is no abnormality, it may be diagnosed as abnormal. (In the former case, it is diagnosed that the wheel speed sensor of the driven wheel is abnormal, etc. In the latter case, when one of the wheels is braked in the air, the wheel continues to be substantially locked, and the vehicle speed Therefore, there is a possibility that both are diagnosed as abnormalities in the antilock brake control mechanism.

  In off-road driving, there is a possibility of stacking or jumping more frequently than on paved roads, so every time an anti-lock brake control mechanism abnormality warning is issued or the anti-lock brake control mechanism is prohibited Dealing with it is cumbersome. Therefore, an anti-lock brake control method dedicated to off-road that is unlikely to cause an abnormal warning or prohibition of the anti-lock brake control by abnormality diagnosis is desired.

  An object of the present invention is to prevent an abnormal warning or prohibition of antilock brake control by diagnosing an abnormality of the antilock brake control mechanism caused by a stack or jump during off-road driving in an antilock brake control method, and to perform normal driving It is to make the anti-lock brake control inside simpler.

According to the first aspect of the present invention, an antilock brake control mechanism is attached to a brake device provided on at least one driving wheel and one driven wheel among a plurality of wheels, and each of the antilock brake control mechanisms is provided. An anti-lock brake control method for performing anti-lock brake control according to the road surface condition on the basis of the rotational speed of each wheel detected by a wheel speed sensor of the wheel, and whether or not the road surface condition is off-road Is determined by the off-road determination means, and based on this determination, the anti-lock control method is switched by the anti-lock control method switching means, and the anti-lock control mode for normal driving, which is for road running with a large friction coefficient such as a paved road, and the like. Switch to anti-lock control mode for off-road driving, which is for road surfaces with relatively large unevenness and low friction coefficient such as gravel roads. For example, have lines antilock control method switching, in the normal traveling antilock control mode M1, detects the rotational speed of the rotational speed and the wheel B of the wheel A, or the rotational speed of the wheel A is less than the rotational speed of the wheel B When the time during which the rotational speed of the wheel A is greater than the rotational speed of the wheel B exceeds the first predetermined time, the antilock brake control is prohibited, and in the antilock control mode N1 for off-road driving, the wheel The rotational speed of A and the rotational speed of wheel B are detected, and the time when the rotational speed of wheel A is smaller than the rotational speed of wheel B or the rotational speed of wheel A is larger than the rotational speed of wheel B is the first. Even when the predetermined time is exceeded, the vehicle is stuck only when the wheel with the smaller rotational speed is the driven wheel and the wheel rotational speed is lower than the set minimum wheel rotational speed for the second predetermined time. And determined to that, not to prohibit the antilock brake control, or characterized by postponed inhibition starting time to prohibit the antilock brake control.

On normal road surfaces with a large friction coefficient such as paved roads, the vehicle is unlikely to cause stacking or jumping, so conventional anti-lock brake control for normal driving is performed, and relatively uneven surfaces such as gravel roads are relatively large and small road friction coefficient, i.e., when traveling off-road only, it may switch to the anti-lock brake control for off-road riding.

  Even if the vehicle is stuck off-road, it becomes possible to run without prohibiting anti-lock brake control or abnormality warning by abnormality diagnosis, and judging only by wheel speed information from existing wheel speed sensors, Simplify the control system.

In the invention according to claim 2 , an antilock brake control mechanism is attached to a brake device provided on at least one drive wheel and one driven wheel among a plurality of wheels , and each of the antilock brake control mechanisms is provided. An anti-lock brake control method for performing anti-lock brake control according to the road surface condition on the basis of the rotational speed of each wheel detected by a wheel speed sensor of the wheel, and whether or not the road surface condition is off-road Is determined by the off-road determination means, and based on this determination, the anti-lock control method is switched by the anti-lock control method switching means, and the anti-lock control mode for normal driving, which is for road running with a large friction coefficient such as a paved road, and the like. Switch to anti-lock control mode for off-road driving, which is for road surfaces with relatively large unevenness and low friction coefficient such as gravel roads. For example, it performs anti-lock control method switching, in the normal traveling antilock control mode M1, detects the rotational speed of the rotational speed and the wheel B of the wheel A, or the rotational speed of the wheel A is less than the rotational speed of the wheel B, When the time during which the rotational speed of the wheel A is greater than the rotational speed of the wheel B exceeds the first predetermined time, the antilock brake control is prohibited, and in the antilock control mode N2 for off-road driving, the wheel A The rotation speed of wheel B and the rotation speed of wheel B are detected, and the time during which the rotation speed of wheel A is smaller than the rotation speed of wheel B or the rotation speed of wheel A is greater than the rotation speed of wheel B is a first predetermined value. Even when the time is exceeded, only when the wheel having the smaller rotational speed is a driven wheel and the wheel rotational acceleration is smaller than the absolute value of the set negative wheel rotational acceleration for the second predetermined time, It is determined that both are jumping, not inhibited antilock brake control, or characterized by postponed inhibition starting time to prohibit the antilock brake control.

On normal road surfaces with a large friction coefficient such as paved roads, the vehicle is unlikely to cause stacking or jumping, so conventional anti-lock brake control for normal driving is performed, and relatively uneven surfaces such as gravel roads are relatively large and Only when traveling on a road surface having a small friction coefficient, that is, off-road, the anti-lock brake control for off-road traveling is switched.

  Even if the vehicle jumps off-road, it is possible to travel without prohibiting antilock brake control or causing an abnormality warning based on an abnormality diagnosis. Further, the control system is simplified by making judgment based only on wheel speed information from the existing wheel speed sensor.

According to the third aspect of the present invention, an antilock brake control mechanism is attached to a brake device provided on at least one drive wheel and one driven wheel among a plurality of wheels , and each of the antilock brake control mechanisms is provided. An anti-lock brake control method for performing anti-lock brake control according to the road surface condition on the basis of the rotational speed of each wheel detected by a wheel speed sensor of the wheel, and whether or not the road surface condition is off-road Is determined by the off-road determination means, and based on this determination, the anti-lock control method is switched by the anti-lock control method switching means, and the anti-lock control mode for normal driving, which is for road running with a large friction coefficient such as a paved road, and the like. Switch to anti-lock control mode for off-road driving, which is for road surfaces with relatively large unevenness and low friction coefficient such as gravel roads. For example, it performs anti-lock control method switching, in the normal traveling antilock control mode M1, detects the rotational speed of the rotational speed and the wheel B of the wheel A, or the rotational speed of the wheel A is less than the rotational speed of the wheel B, When the time during which the rotational speed of the wheel A is higher than the rotational speed of the wheel B exceeds the first predetermined time, the antilock brake control is prohibited, and in the antilock control mode N3 for off-road driving, the wheel A The rotation speed of wheel B and the rotation speed of wheel B are detected, and the time during which the rotation speed of wheel A is smaller than the rotation speed of wheel B or the rotation speed of wheel A is greater than the rotation speed of wheel B is a first predetermined value. Even if the time is exceeded, the vehicle is stuck only when the wheel with the smaller rotational speed is the driven wheel and the wheel rotational speed is lower than the set minimum wheel rotational speed for the second predetermined time. The anti-lock brake control is not prohibited, or the prohibition start time for prohibiting the anti-lock brake control is postponed, and the wheel with the smaller rotational speed is the driven wheel, and the wheel rotational acceleration is Only when the absolute value of the set negative wheel rotational acceleration is smaller than the second predetermined time, it is determined that the vehicle is jumping, and the antilock brake control is not prohibited, or the antilock brake control is prohibited. The start time is postponed.

On normal road surfaces with a large friction coefficient such as paved roads, the vehicle is unlikely to cause stacking or jumping, so conventional anti-lock brake control for normal driving is performed, and relatively uneven surfaces such as gravel roads are relatively large and Only when traveling on a road surface having a small friction coefficient, that is, off-road, the anti-lock brake control for off-road traveling is switched.

  Even if the vehicle is stuck or jumped off-road, it is possible to run without prohibiting anti-lock brake control or abnormality warning by abnormality diagnosis, and only with wheel speed information from existing wheel speed sensors Determine and simplify the control system.

In the normal driving anti-lock control mode M2, the invention according to claim 4 is such that when one of the wheels is braked, the wheel rotation speed is decelerated to be lower than the set minimum wheel rotation speed. When the vehicle speed exceeds the predetermined value for the third predetermined time, the anti-lock brake control is prohibited, and in the anti-lock control mode for off-road driving, N4 Even if the vehicle speed exceeds a predetermined value for a third predetermined time after the wheel speed is reduced to be lower than the set minimum wheel speed, the wheel speed is reduced to be lower than the minimum wheel speed. If the absolute value of the negative wheel rotational acceleration at this time is smaller than the first predetermined value, it is determined that the vehicle has jumped, the third predetermined time is extended, and the third predetermined time There for a period shorter, only if the wheel becomes a positive wheel rotational acceleration higher than a second predetermined value, characterized in that it does not prohibit the antilock brake control.

  Even if the vehicle jumps off-road and brakes are applied in the air, it is possible to run without prohibition of anti-lock brake control or abnormality warning due to abnormality diagnosis, and wheels from existing wheel speed sensors Judging by speed information only, the control system is simplified.

According to the fifth aspect of the invention, in the normal driving antilock control mode M3, the rotational speed of the wheel A and the rotational speed of the wheel B are detected, and the rotational speed of the wheel A is smaller than the rotational speed of the wheel B or the wheel A When the time during which the rotation speed of the wheel B is greater than the rotation speed of the wheel B exceeds the first predetermined time, and when any of the wheels is braked, the minimum wheel rotation at which the wheel rotation speed is set. When the vehicle speed exceeds a predetermined value for a third predetermined time after the vehicle is decelerated to fall below the speed, the antilock brake control is prohibited. In the antilock control mode N5 for off-road driving, the rotational speed of the wheel A And the rotational speed of the wheel B is detected, and the time during which the rotational speed of the wheel A is smaller than the rotational speed of the wheel B or the rotational speed of the wheel A is larger than the rotational speed of the wheel B exceeds the first predetermined time. Even in this case, it is determined that the vehicle is stuck only when the wheel with the lower rotation speed is the driven wheel and the wheel rotation speed falls below the set minimum wheel rotation speed for the second predetermined time. The anti-lock brake control is not prohibited, or the anti-lock brake control is prohibited and the prohibition start time is postponed, and when one of the wheels is braked, the wheel speed is set to the minimum wheel speed. Even when the vehicle speed exceeds a predetermined value for a third predetermined time after being decelerated to be less than the absolute value of the negative wheel rotational acceleration when the wheel rotational speed is decelerated to be lower than the minimum wheel rotational speed. If it is smaller than the first predetermined value, it is determined that the vehicle has jumped, the third predetermined time is extended, and the wheel is moved to the second position before the third predetermined time elapses. Only when it becomes a positive wheel rotational acceleration exceeds a value, characterized in that it does not prohibit the antilock brake control.

  Even if the vehicle is stuck off-road or the vehicle jumps greatly off-road, even if the brakes are applied in the air, it is possible to run without prohibiting anti-lock brake control or abnormality warning by abnormality diagnosis, In addition, the control system is simplified by making judgment based only on wheel speed information from existing wheel speed sensors.

According to a sixth aspect of the present invention, the antilock brake control mechanism is provided with suspension extension length detecting means for detecting the extension length of the suspension. In the antilock control mode M2 for normal traveling, any of the wheels is braked. When the vehicle speed exceeds the predetermined value for the third predetermined time after the wheel speed is reduced to be lower than the set minimum wheel speed, the anti-lock brake control is prohibited and turned off. In road driving anti-lock control mode N6, when a brake is applied to any wheel, the vehicle speed is reduced for a third predetermined time after the wheel speed is reduced to be lower than the set minimum wheel speed. Even if it exceeds the predetermined value, the suspension extension length detected by the suspension extension length detection means exceeds the predetermined value for the fourth predetermined time. Only when maintaining the state, the vehicle is determined to be jumping, not inhibited antilock brake control, or characterized by postponed inhibition starting time to prohibit the antilock brake control.

Even if the vehicle jumps off-road and brakes are applied in the air, it is possible to travel without prohibiting anti-lock brake control or causing an abnormality warning by abnormality diagnosis.
In addition to the wheel speed information, jump determination is performed based on the extension length of the suspension, thereby improving the determination accuracy.

In the invention according to claim 7 , the antilock brake control mechanism is provided with suspension extension length detecting means for detecting the extension length of the suspension. In the normal driving antilock control mode M3, the rotational speed of the wheel A and the wheel B When the rotation speed of the wheel A is smaller than the rotation speed of the wheel B or the rotation speed of the wheel A is larger than the rotation speed of the wheel B exceeds the first predetermined time. The anti-lock brake control is prohibited, and when the brake of any wheel is applied, the vehicle speed is reduced for a third predetermined time after the wheel rotation speed is reduced to be lower than the set minimum wheel rotation speed. When the predetermined value is exceeded, the anti-lock brake control is prohibited. In the anti-lock control mode N7 for off-road driving, the rotational speed of the wheel A and the wheel B Even when the rotation speed is detected and the rotation speed of the wheel A is smaller than the rotation speed of the wheel B or the rotation speed of the wheel A is larger than the rotation speed of the wheel B exceeds the first predetermined time, Only when the wheel with the lower rotation speed is a driven wheel and the wheel rotation speed falls below the set minimum wheel rotation speed for the second predetermined time, it is determined that the vehicle is stuck and anti-lock Do not prohibit brake control or prohibit anti-lock brake control. Postpone the prohibition start time so that when one of the wheels is braked, the wheel speed will be lower than the set minimum wheel speed. Even if the vehicle speed exceeds the predetermined value for the third predetermined time after the deceleration, the suspension extension length detected by the suspension extension length detecting means is the predetermined time for the fourth predetermined time. Only when remain exceeds the value, the vehicle is determined to be jumping, not inhibited antilock brake control, or characterized by postponed inhibition starting time to prohibit the antilock brake control.

  Even if the vehicle is stuck off-road, or the vehicle is braked in the air when the vehicle jumps off-road, the vehicle can run without prohibition of anti-lock brake control or abnormality warning.

In the invention according to claim 8 , in the off-road discrimination means, when the vehicle performs positive acceleration, when the wheel rotational acceleration of the driven wheel exceeds the wheel rotational acceleration of the driven wheel exceeding a third predetermined value. Then, it is determined that the vehicle is traveling off-road, and the anti-lock control method switching means switches to the off-road traveling anti-lock control mode based on the off-road determination (1).
It enables off-road discrimination based only on wheel speed information from existing wheel speed sensors, and simplifies the control system.

According to a ninth aspect of the present invention, the anti-lock brake control mechanism includes vehicle body acceleration detection means for detecting acceleration in the substantially vertical direction of the vehicle body, and the off-road determination means has the vehicle body acceleration detected by the vehicle body acceleration detection means. When the vehicle exceeds the predetermined value for a predetermined time of 5, and the vehicle performs positive acceleration, the wheel rotation acceleration of the driven wheel exceeds the wheel rotation acceleration of the driven wheel by exceeding the third predetermined value. It is determined that the vehicle is traveling on the road, and the anti-lock control method switching means switches to the off-road traveling anti-lock control mode based on the off-road determination (2).
In addition to wheel speed information, off-road discrimination is performed using vehicle body vertical vibrations to improve discrimination accuracy.

The invention according to claim 10 is characterized in that a changeover switch is used as the antilock control method changeover means, and the changeover switch is operated by a driver of the vehicle.

  The control system is switched at the will of the operator to simplify the control system. Further, for example, various off-road control modes corresponding to special situations such as off-road races and intermediate situations (for example, long-distance rough road running) can be constructed.

According to an eleventh aspect of the present invention, an antilock brake control mechanism is attached to a brake device provided on each of a plurality of wheels, and rotation of each wheel detected by a wheel speed sensor of each wheel provided in the antilock brake control mechanism. Anti-lock brake control is performed based on the speed, and when one of the wheels is braked, the vehicle speed is set to a predetermined value for a predetermined time after the wheel speed is reduced to be lower than the set minimum wheel speed. This is an anti-lock brake control method that prohibits anti-lock brake control when the vehicle speed exceeds the limit, so that when one of the wheels is braked, the wheel rotation speed falls below the set minimum wheel rotation speed. Even if the vehicle speed exceeds the predetermined value for a predetermined time after the vehicle is decelerated, the vehicle is decelerated so that the wheel rotation speed falls below the minimum wheel rotation speed. If the absolute value of the negative wheel rotational acceleration is smaller than the first predetermined value, it is determined that the vehicle has jumped, the predetermined time is extended, and the wheel is The antilock brake control is not prohibited only when the positive wheel rotational acceleration exceeds a predetermined value.

  Even if the vehicle is braked in the air when a large jump occurs, the vehicle can run without prohibition of antilock brake control or abnormality warning by abnormality diagnosis.

  In the invention according to claim 1, the off-road discrimination means determines whether or not the road surface is off-road, and based on this determination, the anti-lock brake control is performed for normal driving by the anti-lock control method switching means. Switch between anti-lock control mode and anti-lock control mode for off-road driving, so even if the vehicle gets stuck or jumps off-road, it runs without prohibition of anti-lock brake control or abnormal warning due to abnormality diagnosis can do.

  Furthermore, for example, in normal driving with high use frequency, a conventional control menu that is relatively simpler than the off-road control menu is executed, so that power consumption can be reduced and quick control can be easily performed.

Further , in the anti-lock control mode for off-road driving, the rotational speed of the wheel A and the rotational speed of the wheel B are detected, and the rotational speed of the wheel A is smaller than the rotational speed of the wheel B or the rotational speed of the wheel A is the wheel B. Even when the rotation speed exceeds the first predetermined time, the wheel having the smaller rotation speed is the driven wheel, and the wheel rotation speed is set to the minimum set for the second predetermined time. Only when the wheel rotation speed is lower, it is determined that the vehicle is stuck and the anti-lock brake control is not prohibited or the prohibition start time for prohibiting the anti-lock brake control is postponed. However, it is possible to travel without prohibition of antilock brake control or abnormality warning due to abnormality diagnosis, and further, wheel speed information from existing wheel speed sensors In order to determine, it is possible to simplify the control system.

In the invention according to claim 2 , the off-road discrimination means determines whether or not the road surface is off-road, and based on this determination, the anti-lock brake control is performed for the normal running by the anti-lock control method switching means. Switch between anti-lock control mode and anti-lock control mode for off-road driving, so even if the vehicle gets stuck or jumps off-road, it runs without prohibition of anti-lock brake control or abnormal warning due to abnormality diagnosis can do.

Furthermore, for example, in normal driving with high use frequency, a conventional control menu that is relatively simpler than the off-road control menu is executed, so that power consumption can be reduced and quick control can be easily performed.

Further, in the anti-lock control mode for off-road driving, the rotational speed of the wheel A and the rotational speed of the wheel B are detected, and the rotational speed of the wheel A is smaller than the rotational speed of the wheel B or the rotational speed of the wheel A is the wheel B. Even if the time when the rotational speed is greater than the first predetermined time exceeds the first predetermined time, the wheel with the lower rotational speed is the driven wheel, and the wheel rotational acceleration is negative for the second predetermined time. It is determined that the vehicle is jumping only when the absolute value of the wheel rotational acceleration of the vehicle is smaller than that, and the anti-lock brake control is not prohibited or the prohibition start time for prohibiting the anti-lock brake control is postponed. Even if the vehicle jumps, it can run without prohibition of anti-lock brake control and abnormality warning by abnormality diagnosis, and from the existing wheel speed sensor To determine only the wheel speed information, it is possible to simplify the control system.

In the invention according to claim 3 , the off-road discrimination means determines whether or not the road surface is off-road, and based on this determination, the anti-lock brake control is performed by the anti-lock control method switching means for normal driving. Switch between anti-lock control mode and anti-lock control mode for off-road driving, so even if the vehicle gets stuck or jumps off-road, it runs without prohibition of anti-lock brake control or abnormal warning due to abnormality diagnosis can do.

Furthermore, for example, in normal driving with high use frequency, a conventional control menu that is relatively simpler than the off-road control menu is executed, so that power consumption can be reduced and quick control can be easily performed.

Further, in the anti-lock control mode for off-road driving, the rotational speed of the wheel A and the rotational speed of the wheel B are detected, and the rotational speed of the wheel A is smaller than the rotational speed of the wheel B or the rotational speed of the wheel A is the wheel B. Even when the rotation speed exceeds the first predetermined time, the wheel having the smaller rotation speed is the driven wheel, and the wheel rotation speed is set to the minimum set for the second predetermined time. Only when the wheel rotation speed is lower, it is determined that the vehicle is stuck and the anti-lock brake control is not prohibited or the prohibition start time for prohibiting the anti-lock brake control is postponed and the wheel with the lower rotation speed is Is a driven wheel, and it is determined that the vehicle is jumping only when the wheel rotational acceleration is smaller than the absolute value of the set negative wheel rotational acceleration for the second predetermined time. Anti-lock brake control is not prohibited, or anti-lock brake control is prohibited. The prohibition start time is postponed, so even if the vehicle is stuck or jumped off road, anti-lock brake control is prohibited or abnormal due to abnormality diagnosis. Since the vehicle can travel without causing a warning and the determination is made only by the wheel speed information from the existing wheel speed sensor, the control system can be simplified.

In the invention according to claim 4 , in the anti-lock control mode for off-road driving, when any of the wheels is braked, the wheel rotation speed is reduced so as to be lower than the set minimum wheel rotation speed. Even when the vehicle speed exceeds the predetermined value for the third predetermined time, the absolute value of the negative wheel rotational acceleration when the wheel rotational speed is decelerated so as to be lower than the minimum wheel rotational speed is smaller than the first predetermined value. In this case, it is determined that the vehicle has jumped, and the third predetermined time is extended, and before the third predetermined time elapses, the wheel has a positive wheel rotational acceleration exceeding the second predetermined value. Anti-lock brake control is not prohibited only in the event of an accident. And abnormal warning to be able to travel without causing further for determining only the wheel speed information from the existing wheel speed sensors, it is possible to simplify the control system.

In the invention according to claim 5 , in the anti-lock control mode for off-road driving, the rotational speed of the wheel A and the rotational speed of the wheel B are detected, and the rotational speed of the wheel A is smaller than the rotational speed of the wheel B or the wheel A Even when the time during which the rotational speed of the wheel B is greater than the rotational speed of the wheel B exceeds the first predetermined time, the wheel with the lower rotational speed is the driven wheel, and the wheel rotational speed is the second predetermined speed. Only when the time falls below the set minimum wheel speed, it is determined that the vehicle is stuck and the anti-lock brake control is not prohibited or the prohibition start time for prohibiting the anti-lock brake control is postponed. When the wheel brake is applied, the vehicle speed exceeds the predetermined value for the third predetermined time after the wheel speed is reduced to be lower than the set minimum wheel speed. Even if the absolute value of the negative wheel rotational acceleration when the wheel rotational speed is decelerated to be lower than the minimum wheel rotational speed is smaller than the first predetermined value, it is determined that the vehicle has jumped, The anti-lock brake control is not prohibited only when the wheel becomes a positive wheel rotational acceleration exceeding the second predetermined value before the third predetermined time elapses. Even if the vehicle is stuck off-road or the vehicle is jumped off-road and the vehicle is braked in the air, it can run without prohibition of anti-lock brake control or abnormality warning by abnormality diagnosis, Further, since the determination is made only by the wheel speed information from the existing wheel speed sensor, the control system can be simplified.

In the invention according to claim 6 , the antilock brake control mechanism is provided with suspension extension length detecting means for detecting the extension length of the suspension, and the brake of any wheel is applied in the antilock control mode for off-road driving. Even if the vehicle speed exceeds the predetermined value for the third predetermined time after the wheel speed is reduced to be lower than the set minimum wheel rotational speed, the suspension extension length is increased for the fourth predetermined time. It is determined that the vehicle is jumping only when the suspension extension detected by the height detection means remains in a state where it exceeds a predetermined value, and antilock brake control is not prohibited or antilock brake control is prohibited. Since the prohibition start time is postponed, even if the brakes are applied in the air when the vehicle jumps greatly off road, It is possible to travel without diagnosis can cause a ban or abnormal warning of anti-lock brake control by the. In addition to the wheel speed information, the jump determination is performed based on the extension length of the suspension, so that the determination accuracy can be improved.

In the invention according to claim 7 , the antilock brake control mechanism is provided with suspension extension length detecting means for detecting the extension length of the suspension, and in the antilock control mode for off-road running, the rotational speed of the wheel A and the wheel B Even when the rotational speed of the wheel A is smaller than the rotational speed of the wheel B or the rotational speed of the wheel A is larger than the rotational speed of the wheel B exceeds the first predetermined time. Only when the wheel with the smaller rotation speed is a driven wheel and the wheel rotation speed is lower than the set minimum wheel rotation speed for the second predetermined time, it is determined that the vehicle is stuck and Do not prohibit the lock brake control or prohibit the anti-lock brake control. Even if the vehicle speed exceeds a predetermined value for a third predetermined time after the wheel speed is reduced to be lower than the set minimum wheel rotational speed, the suspension extension length detecting means detects for a fourth predetermined time. It is determined that the vehicle is jumping only when the suspension extension length exceeds the predetermined value and the anti-lock brake control is not prohibited or the prohibition start time for prohibiting the anti-lock brake control is postponed Therefore, even if the vehicle is stuck off-road or when the vehicle jumps off-road, the anti-lock brake control will not be prohibited or an abnormal warning will not occur even if the brake is applied in the air. Can do.

In the invention according to claim 8 , in the off-road discrimination means, when the vehicle performs positive acceleration, when the wheel rotational acceleration of the driven wheel exceeds the wheel rotational acceleration of the driven wheel exceeding a third predetermined value. Since it is determined that the vehicle is off-road traveling and the anti-lock control method switching means switches to the anti-lock control mode for off-road traveling based on this determination, the vehicle is off-roaded only by the wheel speed information from the existing wheel speed sensor. Discrimination becomes possible, and the control system can be simplified.

In the invention according to claim 9 , the anti-lock brake control mechanism is provided with vehicle body acceleration detecting means for detecting acceleration in the substantially vertical direction of the vehicle body, and the off-road discrimination means is configured such that the vehicle body acceleration detected by the vehicle body acceleration detecting means is When the vehicle exceeds the predetermined value for a predetermined time of 5, and the vehicle performs positive acceleration, the wheel rotation acceleration of the driven wheel exceeds the wheel rotation acceleration of the driven wheel by exceeding the third predetermined value. Based on this determination, the anti-lock control method switching means switches to the anti-road control mode for off-road driving based on this determination. And the discrimination accuracy can be improved.

In the invention according to claim 10 , since the changeover switch is used as the antilock control method changeover means and the driver of the vehicle operates the changeover switch, the control mode can be changed at the will of the operator, and the control system is simplified. Can be achieved. Also, for example, various off-road control modes corresponding to special situations such as off-road racing and intermediate situations (for example, long-distance rough road running) can be constructed.

In the invention which concerns on Claim 11 , the anti-lock brake control mechanism was attached to the brake device provided in each of several wheel, and rotation of each wheel detected with the wheel speed sensor of each wheel provided in this anti-lock brake control mechanism Anti-lock brake control is performed based on the speed, and when one of the wheels is braked, the vehicle speed is set to a predetermined value for a predetermined time after the wheel speed is reduced to be lower than the set minimum wheel speed. If the absolute value of the negative wheel rotational acceleration when the wheel rotational speed is decelerated to be lower than the minimum wheel rotational speed is smaller than the first predetermined value, it is determined that the vehicle has jumped. The anti-lock is extended only when the wheel has a positive wheel rotational acceleration exceeding the second predetermined value before the predetermined time elapses. Because it does not prohibit the brake control, it is possible that the vehicle even if the brake in the air when the big jump, to travel without causing a prohibition or abnormal warning of anti-lock brake control by the diagnosis of abnormalities.

The best mode for carrying out the present invention will be described below with reference to the accompanying drawings. The drawings are viewed in the direction of the reference numerals.
FIG. 1 is a side view of a motorcycle equipped with an ABS that employs an anti-lock brake control method according to the present invention. The motorcycle 10 can steer a front fork 13 to a head pipe 12 provided at the front end of a vehicle body frame 11. The front wheel 14 as a driven wheel is attached to the lower part of the front fork 13, the bar handle 16 is attached to the upper part of the front fork 13, and the engine 17 and the engine 17 are integrally connected to the inside of the vehicle body frame 11. A transmission 18 is attached, a swing arm 21 is attached to a lower part of the body frame 11 so as to be swingable up and down, and a rear wheel 22 as a drive wheel is attached to a rear end of the swing arm 21. The anti-lock brake system (ABS) described below is installed to prevent locking during braking. To.

  The vehicle body frame 11 includes left and right main frames 31 and 32 (only the reference numeral 32 shown on the front side) extending rearward and obliquely downward from the head pipe 12; The left and right down frames 33 and 34 (only the reference numeral 34 shown on the front side) respectively connected to the lower end of 32 and a pair of left and right seat rails 36 and 37 extending rearward substantially horizontally from the bent portions of the main frames 31 and 32. (Only the front side reference numeral 37 is shown), and a pair of left and right seat stays 41, 42 (front side) extending obliquely rearward and upward from the lower portions of the main frames 31, 32 and connected to the rear ends of the seat rails 36, 37. Only 42 is shown.). In addition, 43 and 44 (only the code | symbol 44 of the near side is shown) is the frame for reinforcement passed to the main frames 31 and 32 and the down frames 33 and 34. FIG.

  The front wheel 14 has a brake disc 47 attached thereto, and the front disc brake 51 is constituted by the brake disc 47 and a brake caliper 48 attached to the front fork 13 for braking with the brake disc 47 interposed therebetween.

  The rear wheel 22 has a brake disc 53 attached thereto, and the rear disc brake is constituted by the brake disc 53 and a brake caliper 54 attached to the swing arm 21 via a bracket for braking with the brake disc 53 interposed therebetween. 55 is configured.

  The bar handle 16 includes a throttle grip 57 for adjusting the throttle opening provided in the intake system of the engine 17, a front wheel brake lever 58 for braking the front wheel 14, and when the front wheel brake lever 58 is operated. This is a part to which a first master cylinder 61 for generating brake fluid pressure is attached.

  Reference numeral 63 denotes a rear wheel brake pedal for braking the rear wheel 22. A bracket 64 is attached to the lower portion of the main frame 32, and the rear wheel brake pedal 63 is attached to the bracket 64.

Reference numeral 66 denotes a second master cylinder that generates a brake fluid pressure when the rear wheel brake pedal 63 is operated.
Reference numeral 68 denotes a modulator as a braking force adjusting device constituting an ABS for preventing the front wheel 14 and the rear wheel 22 from being locked by adjusting the braking force of the front wheel 14 and the rear wheel 22.

  Here, 75 is a front fender that covers the front wheel 14, 76 is a front cowl that covers the front of the vehicle body, 77 is a fuel tank attached to the upper part of the main frames 31 and 32, and 78 is attached to the upper part of the seat rails 36 and 37. 81, an engine guard covering the front of the engine 17, and 82 and 83 (only one reference numeral 83 is shown) is located below the seat 78 between the seat rails 36 and 37 and the seat stays 41 and 42. A side cover to be covered, 84 is a battery, 86 is a muffler, 87 is a rear fender that covers the rear wheel 22, and 88 is a tail lamp.

  FIG. 2 is a configuration diagram of a brake device provided with an ABS according to the present invention. The brake device 90 includes a front wheel brake lever 58, a first master cylinder 61, a rear wheel brake pedal 63, and a second wheel brake pedal. A master cylinder 66, a modulator 68 connected to the first master cylinder 61 and the second master cylinder 66 by pipes 91 and 92, respectively, and front wheel disc brakes 51 and 51 connected to the modulator 68 by pipes 93 to 98 (details) Is a brake caliper 48, 48) and a rear wheel disc brake 55 (specifically, the brake caliper 54) connected to the modulator 68 by piping 102 to 104 via a pressure control valve (PCV) 101 for adjusting the brake fluid pressure. ) And one front wheel disc brake 51 (in detail, one brake) When the rear wheel brake pedal 63 is operated in the middle of the pipe 105 connecting the caliper 48) and the modulator 68, the hydraulic pressure of the brake fluid is distributed also to the front wheel disc brake 51 and to the front wheel disc brake 51 side. A delay valve (DV) 106 provided for delaying hydraulic pressure supply from the rear wheel disc brake 55 side, and a wiring 107 connected to the modulator 68 for detecting the rotational speed of the front wheel 14 (that is, the wheel speed). The front wheel speed sensor 108 and the rear wheel speed sensor 111 connected to the modulator 68 via the wiring 109 in order to detect the rotational speed of the rear wheel 22.

  Here, 48a, 48b, and 48c are cylinders provided in the brake caliper 48 for movably storing a piston that generates a pressing force for sandwiching the brake disc 47, and 54a and 54b generate a pressing force for sandwiching the brake disc 53. It is a cylinder provided in the brake caliper 54 for movably storing the piston to be moved. In the figure, the brake fluid piping is indicated by a thick line, and the conducting wire is indicated by a thin line. (same as below.)

  FIG. 3 is a detailed configuration diagram of a brake device provided with an ABS according to the present invention. A modulator 68 serving as a braking force adjusting device according to the present invention includes an ABS hydraulic pressure adjusting device 115 and an ABS hydraulic pressure adjusting device 115. And a control device 116 as an anti-lock brake control device for controlling the motor.

  The ABS hydraulic pressure adjusting device 115 includes front-wheel solenoid valves 121 and 122, rear-wheel solenoid valves 123 and 124, pumps 127 and 128 for generating ABS brake fluid pressure, and these pumps 127, A motor 131 for driving 128, reservoirs 132 and 133 for storing brake fluid, and check valves 135 and 136 for flowing brake fluid in one direction when a brake fluid pressure exceeding a set brake fluid pressure is applied.

  The front-wheel solenoid valve 121 and the rear-wheel solenoid valve 123 are valves that are opened during normal braking performed by operating the front-wheel brake lever 58 and the rear-wheel brake pedal 63 without operating the ABS.

  The front-wheel solenoid valve 122 and the rear-wheel solenoid valve 124 are valves that are closed during normal braking performed by operating the front-wheel brake lever 58 and the rear-wheel brake pedal 63 without operating the ABS.

The control device 116 is a device that controls the operation of the solenoid valves 121 to 124 and the motor 131.
The front wheel speed sensor 108 and the rear wheel speed sensor 111 are, for example, electromagnetic induction type sensors.

The modulator 68, the front wheel speed sensor 108, and the rear wheel speed sensor 111 constitute the ABS 138.
The ABS 138 is a device that prevents wheel locks that occur during sudden braking or braking on a slippery road surface.

FIG. 4 is a block diagram of a control device according to the present invention. (See also FIG. 1 and FIG. 3 for symbols.)
The control device 116 detects the wheel speed of the front wheel and outputs a front wheel speed signal SVF, and the rear wheel speed detects the wheel speed of the rear wheel and outputs a rear wheel speed signal SVR. Suspension extension that detects the extension length and outputs an extension length signal SLL when the sensor 111 and the front fork 13 as the front wheel suspension and / or the rear cushion unit (not shown) as the rear wheel suspension extend. Length detection means 151, vehicle body acceleration detection means 152 such as an acceleration sensor that detects vertical vibrations of the vehicle body and outputs an acceleration signal SA, a timer 153 that outputs a time signal T, and a front wheel from a front wheel speed sensor 108 Based on the speed signal SVF and the rear wheel speed signal SVR from the rear wheel speed sensor 111, the front wheel acceleration (ie, front wheel rotation ) And the rear wheel acceleration (rear wheel rotational acceleration) and outputs a calculation signal SC, the extension length signal SLL from the suspension extension length detection means 151, the vehicle body Based on the acceleration signal SA from the acceleration detection means 152, the time signal T from the timer 153, and the calculation signal SC from the calculation means 154, it is determined whether or not the road surface is off-road, and an off-road determination signal SRD is output. An anti-lock brake control method for switching the ABS control method between the normal driving anti-lock control mode and the off-road driving anti-lock control mode based on the off-load determination signal SRD from the off-road determination means 156 Switching means 157 (hereinafter referred to as “ABS control method switching means 157”) and the ABS The motor drive signal SMD is output based on the motor control signal SMC from the control method switching means 157, and the valve drive is performed based on the motor drive means 158 for driving the motor 131 and the valve control signal SVC from the ABS control method switching means 157. Signal SVD is output, front wheel side solenoid valves 121, 122 (specifically, front wheel first solenoid valve 121, front wheel second solenoid valve 122), rear wheel side solenoid valve (specifically, rear wheel first solenoid valve 123, rear wheel). It comprises valve driving means 161 for driving each wheel second solenoid valve 124).

Hereinafter, a unique phenomenon during off-road running of a motorcycle, which is a premise of the antilock brake control method of the present invention, will be described.
First, off-road acceleration and stacking will be described.
FIGS. 5 (a) and 5 (b) are graphs for explaining the off-road acceleration and stacking states. FIG. 5 (a) illustrates the motorcycle acceleration, and FIG. 5 (b) illustrates the motorcycle stacking. . In both (a) and (b), the vertical axis of the graph represents the wheel speed V of the front and rear wheels, and the horizontal axis represents time t. The front wheel speed is indicated by a solid line, and the rear wheel speed is indicated by a broken line. (same as below.)

  In (a), when the motorcycle is running at Vb for both the front wheel speed and the rear wheel speed at the time t, when acceleration is started when the time t is ta, the front wheel speed is Vb immediately after the start of acceleration. Although almost the same, the wheel speed of the rear wheel slips and slips and increases greatly due to the small friction coefficient of the road surface. When the wheel speed of the rear wheel increases to some extent, the increase in the wheel speed decreases, but the moving speed (vehicle speed) of the vehicle body gradually increases, so the wheel speed of the front wheel also increases accordingly.

In (b), when the motorcycle is traveling at Vc for both the front wheel speed and the rear wheel speed, when the time t is ta, for example, the front wheels and the rear wheels enter the muddy ground and start to stack.
Immediately after the start of stacking, the wheel speed of the front wheel decreases almost linearly and eventually becomes zero, and the wheel speed of the rear wheel gradually increases while idling.

FIGS. 6 (a) and 6 (b) are graphs for explaining the state at the time of jumping off-road, and (a) is a graph when the accelerator of the motorcycle is not operated and the brake is not operated. Yes, (b) is when the accelerator of the motorcycle is operated and the brake is not operated. In both (a) and (b), the vertical axis of the graph represents the wheel speed V, and the horizontal axis represents time t.
In (a), when the motorcycle is traveling at Va for both the front wheel speed and the rear wheel speed at Va, when the jump starts when time t is ts, the wheel speed of the front wheel decreases almost linearly. The wheel speed of the wheel hardly changes. When the landing ends when the time t is te and the jump ends, the wheel speeds of both the front wheels and the rear wheels increase and decrease immediately thereafter, and eventually converge.

  In (b), when the motorcycle is traveling at Va for both the front wheel speed and the rear wheel speed, when the time t is ts, a jump is started and the accelerator is operated, so that the front wheel speed is almost linear. However, the wheel speed of the rear wheel, which is the driving wheel, rapidly increases due to loss of resistance with the road surface, and the wheel speed of the rear wheel gradually decreases. When the landing ends when the time t is te and the jump ends, the wheel speeds of both the front wheels and the rear wheels increase and decrease immediately thereafter, and eventually converge.

FIGS. 7 (a) and 7 (b) are other graphs explaining the state at the time of jumping off-road, and (a) is when the front wheel brake is operated without operating the accelerator of the motorcycle. (B) is when the rear-wheel brake is operated without operating the accelerator of the motorcycle. In both (a) and (b), the vertical axis of the graph represents the wheel speed V, and the horizontal axis represents time t.
In (a), when the motorcycle is traveling at Va for both the front wheel speed and the rear wheel speed, when the time t is ts, a jump is started and the front wheel brake is operated rapidly. The wheel speed of the rear wheels gradually decreases almost linearly. When the landing ends when the time t is te and the jump ends, the wheel speeds of the front and rear wheels increase and decrease immediately after that, and eventually converge.

  In (b), when the motorcycle is traveling at Va for both the front wheel speed and the rear wheel speed, when the time t is ts and a jump is started and the rear wheel brake is operated, the front wheel speed is The wheel speed Va is substantially maintained with almost no change, but the wheel speed of the rear wheel becomes a wheel speed that is rapidly decreased. When the landing ends when the time t is te and the jump ends, the wheel speeds of the front and rear wheels increase and decrease immediately after that, and eventually converge.

  FIG. 8 is a graph for explaining in detail the state at the time of jumping off-road. The state shown in FIG. 7A (the state when the front wheel brake is operated without operating the accelerator during the jump) is shown in FIG. The relationship between speed and time will be shown again, and the wheel acceleration of the front wheels and the slip ratio λ of the front wheels will be described. The vertical axis represents the wheel speed V, the front wheel acceleration ω, and the front wheel slip ratio, and the horizontal axis represents time t. Note that the slip ratio λ is obtained by the following equation: slip ratio λ = (vehicle speed−wheel speed) / vehicle speed × 100%. As the wheel speed decreases with respect to the vehicle body speed, the slip ratio λ increases.

When the wheel speed V changes as shown in the figure, the wheel acceleration ω decreases instantaneously immediately after the time t reaches ts, and falls below the negative predetermined value ω1. Further, the wheel acceleration ω increases and decreases immediately after the time t becomes te and eventually converges. At this time, the wheel acceleration ω exceeds the positive predetermined value ω2.
Also, the slip ratio λ increases rapidly immediately after the time t reaches ts, then gradually decreases after reaching a certain value, decreases immediately after the time t reaches te, and eventually becomes zero. .

Next, the flow of the antilock brake control method of the present invention will be described.
FIG. 9 is a flow chart showing a first embodiment showing an antilock brake control method according to the present invention, which is referred to as antilock brake control method switching (hereinafter referred to as “ABS control method switching”). This is the content described in item 1.). STXX represents a step number. (same as below.)
ST01 ... The front wheel speed sensor detects the front wheel speed (that is, the front wheel rotational speed) VF, and the rear wheel speed sensor detects the rear wheel speed (that is, the rear wheel rotational speed) VR.

ST02 ... It is discriminated whether or not the road surface is off-road by off-road discrimination means.
If the road surface is not off-road (NO), proceed to ST03.
If the road surface is off-road (YES), proceed to ST04.
ST03 ... The ABS control method switching means switches to the normal travel antilock control mode (hereinafter referred to as "normal travel ABS control mode").
ST04 ... The ABS control method switching means switches to the off-road traveling ABS control mode (hereinafter referred to as "off-road traveling ABS control mode").

FIG. 10 is a flowchart showing the second embodiment of the antilock brake control method according to the present invention, and is for the normal travel ABS control mode (1) (that is, the normal travel antilock control mode M1). explain.
ST11 ... The front wheel speed sensor detects the front wheel speed VF, and the rear wheel speed sensor detects the rear wheel speed VR.

ST12 ... It is determined whether the front wheel speed VF is lower than the rear wheel speed VR or the front wheel speed VF is higher than the rear wheel speed VR.
If VF <VR or VF> VR is not satisfied (NO), the process proceeds to ST15.
If VF <VR or VF> VR (YES), the process proceeds to ST13.
ST13 ... The timer is activated (time t ← time t + 1).

ST14 ... It is determined whether the time t is greater than or equal to the first predetermined time st1.
If t ≧ st1 is not satisfied (NO), the process proceeds to ST12.
If t ≧ st1 (YES), the process proceeds to ST16.
ST15 ... ABS control is not prohibited.
ST16 ... The ABS control is prohibited.
ST17 ... The timer is reset (time t ← 0 (zero)).

FIG. 11 is a flowchart showing a third embodiment of the antilock brake control method according to the present invention, and is for the normal travel ABS control mode (2) (that is, the normal travel antilock control mode M2). explain.
ST21 ... The front wheel speed sensor detects the front wheel speed VF, and the rear wheel speed sensor detects the rear wheel speed VR.
ST22: The front or rear wheel brake is applied.

ST23 ... It is determined whether the front wheel speed VF is less than or equal to the minimum wheel speed (that is, the minimum wheel rotation speed) VL, or the rear wheel speed VR is less than or equal to the minimum wheel speed VL.
If VF ≦ VL or VR ≦ VL is not satisfied (NO), the process proceeds to ST27.
If VF ≦ VL or VR ≦ VL (YES), the process proceeds to ST24.

ST24 ... It is determined whether the vehicle speed (that is, the vehicle body speed) VV is greater than or equal to the vehicle speed predetermined value Vst.
If VV ≧ Vst is not satisfied (NO), the process proceeds to ST27.
If VV ≧ Vst (YES), the process proceeds to ST25.
ST25 ... The timer is activated (time t ← time t + 1).

ST26 ... It is determined whether the time t is greater than or equal to the third predetermined time st3.
If t ≧ st3 is not satisfied (NO), the process proceeds to ST24.
If t ≧ st3 (YES), the process proceeds to ST28.
ST27 ... ABS control is not prohibited.
ST28 ... The ABS control is prohibited.
ST29 ... The timer is reset (time t ← 0 (zero)).

  The normal travel antilock control mode M1 and the normal travel antilock control mode M2 described above constitute the normal travel antilock control mode M3.

FIG. 12 is a flowchart showing a fourth embodiment of the antilock brake control method according to the present invention, and is an off-road running ABS control mode (1) (stack determination) (that is, an off-road running antilock control mode). N1).
ST31 ... The front wheel speed sensor detects the front wheel speed VF, and the rear wheel speed sensor detects the rear wheel speed VR.

ST32 ... It is determined whether the front wheel speed VF is lower than the rear wheel speed VR or the front wheel speed VF is higher than the rear wheel speed VR.
If VF <VR or VF> VR is not satisfied (NO), the process proceeds to ST39.
If VF <VR or VF> VR (YES), the process proceeds to ST33.
ST33 ... The timer is activated (time t ← time t + 1).

ST34 ... It is determined whether the front wheel speed VF is lower than the rear wheel speed VR.
If VF <VR is not satisfied (NO), the process proceeds to ST39.
If VF <VR (YES), the process proceeds to ST35.

ST35 ... It is determined whether the front wheel speed VF is less than or equal to the minimum wheel speed VL.
If VF ≦ VL is not satisfied (NO), the process proceeds to ST39.
If VF ≦ VL (YES), the process proceeds to ST36.

ST36 ... It is determined whether the time t is greater than or equal to the first predetermined time st1.
If t ≧ st1 is not satisfied (NO), the process proceeds to ST32.
If t ≧ st1 (YES), the process proceeds to ST37.

ST37 ... It is determined whether the time t is greater than or equal to the second predetermined time st2.
If t ≧ st1 is not satisfied (NO), the process proceeds to ST32.
If t ≧ st1 (YES), the process proceeds to ST38.
ST38 ... It is determined that the motorcycle is stuck.

ST39 ... ABS control is not prohibited.
ST40 ... The ABS control is not prohibited or the ABS control is postponed.
ST41 ... The timer is reset (time t ← 0 (zero)).

FIG. 13 is a flowchart showing a fifth embodiment of the anti-lock brake control method according to the present invention. The off-road running ABS control mode (2) (jump determination (1)) (that is, the off-road running anti-travel The lock control mode N2) will be described.
ST51 ... The front wheel speed VF is detected by the front wheel speed sensor, and the rear wheel speed VR is detected by the rear wheel speed sensor.

ST52 ... It is determined whether the front wheel speed VF is lower than the rear wheel speed VR or the front wheel speed VF is higher than the rear wheel speed VR.
If VF <VR or VF> VR is not satisfied (NO), the process proceeds to ST60.
If VF <VR or VF> VR (YES), the process proceeds to ST53.
ST53 ... The timer is activated (time t ← time t + 1).

ST54 ... It is determined whether the front wheel speed VF is smaller than the rear wheel speed VR.
If VF <VR is not satisfied (NO), the process proceeds to ST60.
If VF <VR (YES), the process proceeds to ST55.

ST55 ... It is determined whether the front wheel speed VF is less than or equal to the minimum wheel speed VL.
If VF ≦ VL is not satisfied (NO), the process proceeds to ST60.
If VF ≦ VL (YES), the process proceeds to ST56.

ST56 ... It is determined whether the absolute value of the front wheel acceleration (that is, the front wheel rotational acceleration) AF is smaller than the absolute value of the set negative wheel acceleration.
If | AF | <| Ast | is not satisfied (NO), the process proceeds to ST60.
If | AF | <| Ast | (YES), the flow proceeds to ST57.
ST57 ... It is determined whether the time t is greater than or equal to the first predetermined time st1.
If t ≧ st1 is not satisfied (NO), the process proceeds to ST52.
If t ≧ st1 (YES), the process proceeds to ST58.

ST58 ... It is determined whether the time t is greater than or equal to the second predetermined time st2.
If t ≧ st2 is not satisfied (NO), the process proceeds to ST52.
If t ≧ st2 (YES), the process proceeds to ST59.
ST59 ... It is determined that the motorcycle has jumped.

ST60 ... ABS control is not prohibited.
ST61 ... The ABS control is not prohibited or the ABS control is postponed.
ST62 ... The timer is reset (time t ← 0 (zero)).

  The off-road travel antilock control mode N1 and the off-road travel antilock control mode N2 described above constitute the off-road travel antilock control mode N3.

FIG. 14 is a flowchart showing a sixth embodiment of the anti-lock brake control method according to the present invention. The off-road running ABS control mode (3) (jump determination (2)) (that is, the off-road running anti-anti The lock control mode N4) will be described.
ST71 ... The front wheel speed VF is detected by the front wheel speed sensor, and the rear wheel speed VR is detected by the rear wheel speed sensor.
ST72 ... The front or rear wheel brake is applied.

ST73 ... It is discriminated whether the front wheel speed VF is smaller than or equal to the minimum wheel speed VL, or the rear wheel speed VR is smaller than or equal to the minimum wheel speed VL.
If VF ≦ VL or VR ≦ VL is not satisfied (NO), the process proceeds to ST82.
If VF ≦ VL or VR ≦ VL (YES), the process proceeds to ST74.

ST74 ... It is determined whether the vehicle speed VV is greater than or equal to the vehicle speed predetermined value Vst.
If VV ≧ Vst is not satisfied (NO), the process proceeds to ST82.
If VV ≧ Vst (YES), the process proceeds to ST75.
ST75: The timer is activated (time t ← time t + 1).

ST76 ... It is determined whether the absolute value of the front wheel acceleration AF is smaller than the first predetermined value Ast1 or whether the absolute value of the rear wheel acceleration AR is smaller than the first predetermined value Ast1.
If | AF | <Ast1 or | AR | <Ast1 is not satisfied (NO), the process proceeds to ST82.
If | AF | <Ast1 or | AR | <Ast1 (YES), the flow proceeds to ST77.

ST77 ... It is determined whether the time t is greater than or equal to the third predetermined time st3.
If t ≧ st3 is not satisfied (NO), the process proceeds to ST74.
If t ≧ st3 (YES), the process proceeds to ST78.
ST78 ... It is determined that the motorcycle has jumped.
ST79 ... The third predetermined time st3 is extended.

ST80 ... It is determined whether the front wheel acceleration AF is larger than the second predetermined value Ast2 and the front wheel acceleration AF is positive, or the rear wheel acceleration AR is larger than the second predetermined value Ast2 and the rear wheel acceleration AR is positive.
If AF> Ast2 and AF> 0 (zero), or AR> Ast2 and AR> 0 (zero) are not satisfied (NO), the process proceeds to ST82.
If AF> Ast2 and AF> 0 (zero), or AR> Ast2 and AR> 0 (zero) (YES), the process proceeds to ST81.

ST81 ... It is determined whether the time t is greater than or equal to the third predetermined time st3.
If t ≧ st3 is not satisfied (NO), the process proceeds to ST80.
If t ≧ st3 (YES), the process proceeds to ST82.
ST82 ... ABS control is not prohibited.
ST83 ... The timer is reset (time t ← 0 (zero)).

  The off-road running antilock control mode N1 and the off-road running antilock control mode N4 described above constitute the off-road running antilock control mode N5.

FIG. 15 is a flowchart showing a seventh embodiment of the anti-lock brake control method according to the present invention. The off-road running ABS control mode (4) (jump determination (3)) (ie, off-road running anti Lock control mode N6).
ST91 ... The front wheel speed VF is detected by the front wheel speed sensor, and the rear wheel speed VR is detected by the rear wheel speed sensor.
ST92 ... The front wheel or rear wheel brake is applied.

ST93 ... It is discriminated whether the front wheel speed VF is smaller than or equal to the minimum wheel speed VL, or the rear wheel speed VR is smaller than or equal to the minimum wheel speed VL.
If VF ≦ VL or VR ≦ VL is not satisfied (NO), the process proceeds to ST100.
If VF ≦ VL or VR ≦ VL (YES), the process proceeds to ST94.

ST94 ... It is determined whether the vehicle speed VV is greater than or equal to the vehicle speed predetermined value Vst.
If VV ≧ Vst is not satisfied (NO), the process proceeds to ST100.
If VV ≧ Vst (YES), the process proceeds to ST95.
ST95 ... The timer is activated (time t ← time t + 1).

ST96 ... It is determined whether the time t is greater than or equal to the third predetermined time st3.
If t ≧ st3 is not satisfied (NO), the process proceeds to ST94.
If t ≧ st1 (YES), the process proceeds to ST97.

ST97 ... It is determined whether or not the extension length SL of the suspension detected by the suspension extension length detector is larger than a predetermined extension value Sst.
If SL> Sst is not satisfied (NO), the process proceeds to ST100.
If SL> Sst (YES), the process proceeds to ST98.

ST98 ... It is determined whether the time t is greater than or equal to the fourth predetermined time st4.
If t ≧ st4 is not satisfied (NO), the process proceeds to ST94.
If t ≧ st4 (YES), the process proceeds to ST99.
ST99 ... It is determined that the motorcycle has jumped.

ST100 ... ABS control is not prohibited.
ST101 ... The ABS control is not prohibited or the ABS control is postponed.
ST102 ... The timer is reset (time t ← 0 (zero)).

  The off-road travel antilock control mode N1 and the off-road travel antilock control mode N6 described above constitute an off-road travel antilock control mode N7.

FIG. 16 is a flowchart showing an eighth embodiment of the antilock brake control method according to the present invention, and the off-road discrimination (1) will be described.
ST111 ... The front wheel speed VF is detected by the front wheel speed sensor, and the rear wheel speed VR is detected by the rear wheel speed sensor.
ST112 ... The front wheel acceleration AF and the rear wheel acceleration AR are calculated.

ST113 ... It is determined whether the difference between the rear wheel acceleration AR and the front wheel acceleration AF is greater than a third predetermined value Ast3.
If (AR-AF)> Ast3 is not satisfied (NO), the process proceeds to ST115.
If (AR-AF)> Ast3 (YES), the process proceeds to ST114.

ST114 ... It is determined that the motorcycle is traveling off-road.
ST115 ... The mode is switched to the normal travel ABS control mode by the ABS control method switching means.
ST116 ... The ABS control method switching means switches to the off-road running ABS control mode.

FIG. 17 is a flowchart showing a ninth embodiment of the antilock brake control method according to the present invention, and the off-road discrimination (2) will be described.
ST121: The front wheel speed sensor detects the front wheel speed VF, the rear wheel speed sensor detects the rear wheel speed VR, and the vehicle body acceleration detection means detects the vehicle body acceleration AB.
ST122 ... The front wheel acceleration AF and the rear wheel acceleration AR are calculated.

ST123 ... It is determined whether the vehicle body acceleration AB is greater than a vehicle body acceleration predetermined value ABst.
If AB> ABst is not satisfied (NO), the process proceeds to ST128.
If AB> ABst (YES), the process proceeds to ST124.
ST124 ... The timer is activated (time t ← time t + 1).
ST124 ... It is determined whether the difference between the rear wheel acceleration AR and the front wheel acceleration AF is greater than a third predetermined value Ast3.
If (AR-AF)> Ast3 is not satisfied (NO), the process proceeds to ST128.
If (AR-AF)> Ast3 (YES), the process proceeds to ST126.

ST126 ... It is determined whether the time t is greater than or equal to the fifth predetermined time st5.
If t ≧ st5 is not satisfied (NO), the process proceeds to ST123.
If t ≧ st5 (YES), the process proceeds to ST127.
ST127 ... It is determined that the motorcycle is traveling off-road.

ST128 ... The mode is switched to the normal travel ABS control mode by the ABS control method switching means.
ST129 ... The ABS control method switching means switches to the off-road running ABS control mode.
ST130 ... The timer is reset (time t ← 0 (zero)).

FIG. 18 is a block diagram of another embodiment of the control device according to the present invention. (See also FIGS. 1 and 3 for the reference numerals.) The same components as those in the embodiment shown in FIG.
The control device 170 outputs a mode switching signal SMC for manually switching the front wheel speed sensor 108, the rear wheel speed sensor 111, and the normal traveling ABS control mode and the off-road traveling ABS control mode. An indicator signal Si corresponding to the mode is output to the indicator 172 based on the mode switching signal SMC from the changeover switch 171, calculation means 154, and ABS control method changeover switch 171, and the motor control signal SMC and valve control signal SVC are output. The ABS control means 173 for outputting, the motor drive means 158 for outputting the motor drive signal SMD based on the motor control signal SMC from the ABS control means 173 and driving the motor 131, and the valve control signal SVC from the ABS control means 173 Based on the valve drive signal S Outputs D, the front wheel first solenoid valve 121, the front wheel second solenoid valve 122, the rear wheels the first solenoid valve 123 comprises a valve driving means 161 that drives the respective rear wheel second solenoid valve 124.

  The antilock brake control method of the present invention is suitable for motorcycle and tricycle ABS.

1 is a side view of a motorcycle equipped with an ABS that employs an antilock brake control method according to the present invention. It is a block diagram of the brake device which attached ABS which concerns on this invention. 1 is a detailed configuration diagram of a brake device provided with an ABS according to the present invention. It is a block diagram of a control device concerning the present invention. It is a graph explaining the state at the time of acceleration and a stack | stuck at off-road. It is a graph explaining the state at the time of the jump by off-road. It is another graph explaining the state at the time of the jump by off-road. It is another graph explaining the state at the time of the jump by off-road in detail. It is a flowchart which shows 1st Embodiment which shows the anti-lock brake control method which concerns on this invention. It is a flowchart which shows 2nd Embodiment which shows the anti-lock brake control method which concerns on this invention. It is a flowchart which shows 3rd Embodiment which shows the anti-lock brake control method which concerns on this invention. It is a flowchart which shows 4th Embodiment which shows the anti-lock brake control method which concerns on this invention. It is a flowchart which shows 5th Embodiment which shows the anti-lock brake control method which concerns on this invention. It is a flowchart which shows 6th Embodiment which shows the anti-lock brake control method which concerns on this invention. It is a flowchart which shows 7th Embodiment which shows the anti-lock brake control method which concerns on this invention. It is a flowchart which shows 8th Embodiment which shows the anti-lock brake control method which concerns on this invention. It is a flowchart which shows 9th Embodiment which shows the anti-lock brake control method which concerns on this invention. It is a block diagram of another embodiment of a control device concerning the present invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Vehicle (motorcycle), 13 ... Suspension (front fork), 14 ... Driven wheel (front wheel), 22 ... Drive wheel (rear wheel), 108 ... Front wheel speed sensor, 111 ... Rear wheel speed sensor, 116 DESCRIPTION OF SYMBOLS ... Anti-lock brake control device (control device) 151 ... Suspension extension length detection means 152 ... Vehicle body acceleration detection means 156 ... Off-road discrimination means 157 ... Anti-lock control method switching means 171 ... Anti-lock control method switching Switch, AB ... body acceleration, ABst ... body acceleration predetermined value, AF, AR ... wheel rotation acceleration (front wheel acceleration, rear wheel acceleration), Ast1 ... first predetermined value, Ast2 ... second predetermined value, Ast3 ... third Predetermined value of As, negative wheel rotational acceleration that has been set, SL ... extension length of suspension, Sst ... predetermined value of extension length, st1 ... 1 predetermined time, st2 ... second predetermined time, st3 ... third predetermined time, st4 ... fourth predetermined time, st5 ... fifth predetermined time, t ... time, VF, VR ... wheel rotation speed (front wheel Speed, rear wheel speed), VL ... minimum wheel rotation speed (minimum wheel speed), Vst ... vehicle speed predetermined value, VV ... vehicle speed.

Claims (11)

An antilock brake control device is attached to a brake device provided on at least one drive wheel and one driven wheel among a plurality of wheels, and detected by a wheel speed sensor of each wheel provided in the antilock brake control device. An anti-lock brake control method for performing anti-lock brake control according to the road surface condition on the basis of the rotational speed of each wheel,
Whether or not the road surface is off-road is determined by off-road determination means, and based on this determination, the anti-lock brake control is performed on the road surface with a large friction coefficient such as a paved road by the anti-lock control method switching means. Switch to an anti-lock control mode for normal driving, which is for driving, and an anti-lock control mode for off-road driving, which is for road surfaces with relatively large unevenness such as gravel roads and a small friction coefficient ,
In the normal travel antilock control mode, the rotational speed of the wheel A and the rotational speed of the wheel B are detected, and the rotational speed of the wheel A is smaller than the rotational speed of the wheel B or the rotational speed of the wheel A is the rotational speed of the wheel B. Prohibiting the antilock brake control when the time greater than the speed exceeds a first predetermined time;
In the anti-road control mode for off-road driving, the rotational speed of the wheel A and the rotational speed of the wheel B are detected, and the rotational speed of the wheel A is smaller than the rotational speed of the wheel B or the rotational speed of the wheel A is Even when the time greater than the rotation speed exceeds the first predetermined time, the wheel having the smaller rotation speed is the driven wheel, and the wheel rotation speed is the lowest wheel set for the second predetermined time. If less than the rotational speed only, it is determined that the vehicle is stuck, the anti-lock not prohibited brake control or anti-lock brakes, characterized that you postpone the prohibition start time to prohibit the antilock brake control Control method. An antilock brake control device is attached to a brake device provided on at least one drive wheel and one driven wheel among a plurality of wheels, and detected by a wheel speed sensor of each wheel provided in the antilock brake control device. An anti-lock brake control method for performing anti-lock brake control according to the road surface condition on the basis of the rotational speed of each wheel,
Whether or not the road surface is off-road is determined by off-road determination means, and based on this determination, the anti-lock brake control is performed on the road surface with a large friction coefficient such as a paved road by the anti-lock control method switching means. Switch to an anti-lock control mode for normal driving, which is for driving, and an anti-lock control mode for off-road driving, which is for road surfaces with relatively large unevenness such as gravel roads and a small friction coefficient,
In the normal travel antilock control mode, the rotational speed of the wheel A and the rotational speed of the wheel B are detected, and the rotational speed of the wheel A is smaller than the rotational speed of the wheel B or the rotational speed of the wheel A is the rotational speed of the wheel B. Prohibiting the antilock brake control when the time greater than the speed exceeds a first predetermined time;
In the anti-road control mode for off-road driving, the rotational speed of the wheel A and the rotational speed of the wheel B are detected, and the rotational speed of the wheel A is smaller than the rotational speed of the wheel B or the rotational speed of the wheel A is Even when the time greater than the rotation speed exceeds the first predetermined time, the wheel having the lower rotation speed is the driven wheel, and the wheel rotation acceleration is set to the negative value set for the second predetermined time. Only when it is smaller than the absolute value of the wheel rotational acceleration, it is determined that the vehicle is jumping, and the anti-lock brake control is not prohibited or the prohibition start time for prohibiting the anti-lock brake control is postponed. Rua inch lock brake control method. An antilock brake control device is attached to a brake device provided on at least one drive wheel and one driven wheel among a plurality of wheels, and detected by a wheel speed sensor of each wheel provided in the antilock brake control device. An anti-lock brake control method for performing anti-lock brake control according to the road surface condition on the basis of the rotational speed of each wheel,
Whether or not the road surface is off-road is determined by off-road determination means, and based on this determination, the anti-lock brake control is performed on the road surface with a large friction coefficient such as a paved road by the anti-lock control method switching means. Switch to an anti-lock control mode for normal driving, which is for driving, and an anti-lock control mode for off-road driving, which is for road surfaces with relatively large unevenness such as gravel roads and a small friction coefficient,
In the normal travel antilock control mode, the rotational speed of the wheel A and the rotational speed of the wheel B are detected, and the rotational speed of the wheel A is smaller than the rotational speed of the wheel B or the rotational speed of the wheel A is the rotational speed of the wheel B. Prohibiting the antilock brake control when the time greater than the speed exceeds a first predetermined time;
In the anti-road control mode for off-road driving, the rotational speed of the wheel A and the rotational speed of the wheel B are detected, and the rotational speed of the wheel A is smaller than the rotational speed of the wheel B or the rotational speed of the wheel A is Even when the time greater than the rotation speed exceeds the first predetermined time, the wheel having the smaller rotation speed is the driven wheel, and the wheel rotation speed is the lowest wheel set for the second predetermined time. Only when the rotational speed is lower, it is determined that the vehicle is stuck, and the antilock brake control is not prohibited, or the prohibition start time for prohibiting the antilock brake control is postponed,
It is determined that the vehicle is jumping only when the wheel having the lower rotational speed is a driven wheel and the wheel rotational acceleration is smaller than the absolute value of the set negative wheel rotational acceleration for the second predetermined time. Te, antilock brake control is not prohibited, or characteristics and to luer inch lock brake control method to postpone the prohibition start time to prohibit the antilock brake control. In the normal driving antilock control mode, when any of the wheels is braked, the vehicle speed is reduced for a third predetermined time after the wheel speed is reduced to be lower than the set minimum wheel speed. When the predetermined value is exceeded, the antilock brake control is prohibited,
In the anti-road control mode for off-road driving, when any of the wheels is braked, the vehicle speed is reduced for a third predetermined time after the wheel speed is reduced to be lower than the set minimum wheel speed. If the absolute value of the negative wheel rotational acceleration when the wheel rotational speed is decelerated so as to be lower than the minimum wheel rotational speed is smaller than the first predetermined value, Only when the wheel has become a positive wheel rotational acceleration exceeding the second predetermined value before the third predetermined time has elapsed, and the third predetermined time is extended. The antilock brake control method according to claim 1, wherein the antilock brake control is not prohibited. In the normal travel antilock control mode, the rotational speed of the wheel A and the rotational speed of the wheel B are detected, and the rotational speed of the wheel A is smaller than the rotational speed of the wheel B or the rotational speed of the wheel A is the rotational speed of the wheel B. When the time greater than the speed exceeds the first predetermined time, and when any of the wheels is braked, the wheel speed is reduced so that it is below the set minimum wheel speed. The anti-lock brake control is prohibited when the vehicle speed exceeds a predetermined value for a third predetermined time from
In the anti-road control mode for off-road driving, the rotational speed of the wheel A and the rotational speed of the wheel B are detected, and the rotational speed of the wheel A is smaller than the rotational speed of the wheel B or the rotational speed of the wheel A is Even when the time greater than the rotation speed exceeds the first predetermined time, the wheel having the smaller rotation speed is the driven wheel, and the wheel rotation speed is the lowest wheel set for the second predetermined time. Only when the rotational speed is lower, it is determined that the vehicle is stuck, and the antilock brake control is not prohibited, or the prohibition start time for prohibiting the antilock brake control is postponed,
Even when the vehicle speed exceeds the predetermined value for the third predetermined time after the wheel rotation speed is decelerated to be lower than the set minimum wheel rotation speed when any of the wheels is braked, If the absolute value of the negative wheel rotational acceleration when the wheel rotational speed is decelerated to be lower than the minimum wheel rotational speed is smaller than the first predetermined value, it is determined that the vehicle has jumped, and the third predetermined The anti-lock brake control is not prohibited only when the wheel becomes a positive wheel rotational acceleration exceeding the second predetermined value before the third predetermined time elapses while extending the time. The antilock brake control method according to claim 1. The anti-lock brake control mechanism includes a suspension extension length detecting means for detecting the extension length of the suspension,
In the normal driving antilock control mode, when any of the wheels is braked, the vehicle speed is reduced for a third predetermined time after the wheel speed is reduced to be lower than the set minimum wheel speed. When the predetermined value is exceeded, the antilock brake control is prohibited,
In the anti-road control mode for off-road driving, when any of the wheels is braked, the vehicle speed is reduced for a third predetermined time after the wheel speed is reduced to be lower than the set minimum wheel speed. Even when the vehicle exceeds the predetermined value, the vehicle jumps only when the suspension extension length detected by the suspension extension length detecting means is maintained above the predetermined value for the fourth predetermined time. The antilock brake control method according to claim 1, wherein the antilock brake control is not prohibited or the prohibition start time for prohibiting the antilock brake control is postponed. The anti-lock brake control mechanism includes a suspension extension length detecting means for detecting the extension length of the suspension,
In the normal travel antilock control mode, the rotational speed of the wheel A and the rotational speed of the wheel B are detected, and the rotational speed of the wheel A is smaller than the rotational speed of the wheel B or the rotational speed of the wheel A is the rotational speed of the wheel B. Prohibiting the antilock brake control when the time greater than the speed exceeds a first predetermined time;
When the vehicle speed exceeds a predetermined value for a third predetermined time after the wheel rotation speed is decelerated to be lower than the set minimum wheel rotation speed when any of the wheels is braked, Anti-lock brake control is prohibited,
In the anti-road control mode for off-road driving, the rotational speed of the wheel A and the rotational speed of the wheel B are detected, and the rotational speed of the wheel A is smaller than the rotational speed of the wheel B or the rotational speed of the wheel A is Even when the time greater than the rotation speed exceeds the first predetermined time, the wheel having the smaller rotation speed is the driven wheel, and the wheel rotation speed is the lowest wheel set for the second predetermined time. Only when the rotational speed is lower, it is determined that the vehicle is stuck, and the antilock brake control is not prohibited, or the prohibition start time for prohibiting the antilock brake control is postponed,
Even when the vehicle speed exceeds the predetermined value for the third predetermined time after the wheel speed is reduced to be lower than the set minimum wheel speed when the brake of any wheel is applied, It is determined that the vehicle is jumping only when the suspension extension length detected by the suspension extension length detection means exceeds a predetermined value for a predetermined time of 4, and the antilock brake control is prohibited. The antilock brake control method according to claim 1, wherein the prohibition start time for prohibiting the antilock brake control is postponed. The off-road discriminating means is off-road traveling when the vehicle performs positive acceleration when the wheel rotational acceleration of the driving wheel exceeds the wheel rotational acceleration of the driven wheel exceeding a third predetermined value. The antilock according to any one of claims 1 to 7 , wherein the antilock control method switching means switches to the off-road driving antilock control mode based on the determination. Brake control method. The anti-lock brake control mechanism includes vehicle body acceleration detecting means for detecting acceleration in a substantially vertical direction of the vehicle body,
The off-road discriminating means drives the wheel rotational acceleration of the drive wheel when the vehicle acceleration detected by the vehicle acceleration detecting means exceeds a predetermined value for a fifth predetermined time and the vehicle performs positive acceleration. When the wheel rotational acceleration of the wheel exceeds the third predetermined value, it is determined that the vehicle is traveling off-road, and the anti-lock control method switching means determines the off-road traveling anti-lock based on the determination. 9. The antilock brake control method according to claim 1, wherein the control mode is switched to a control mode. The vehicle antilock brake control method according to any one of claims 1 to 9 , wherein a changeover switch is used as the antilock control method changeover means, and a driver of the vehicle operates the changeover switch. . The anti-lock brake control mechanism is attached to the brake device provided on each of the plurality of wheels, and the anti-lock brake control is performed based on the rotational speed of each wheel detected by the wheel speed sensor of each wheel provided in the anti-lock brake control mechanism. When the brake of one of the wheels is applied, when the vehicle speed exceeds a predetermined value for a predetermined time after the wheel rotation speed is decelerated so as to be lower than the set minimum wheel rotation speed, An antilock brake control method for prohibiting antilock brake control,
Even if the vehicle speed exceeds the predetermined value for a predetermined time after the wheel speed is reduced to be lower than the set minimum wheel speed when the brake of any wheel is applied, the wheel speed When the absolute value of the negative wheel rotation acceleration when the vehicle is decelerated to be less than the minimum wheel rotation speed is smaller than the first predetermined value, it is determined that the vehicle has jumped, and the predetermined time is extended, The antilock brake control method is characterized in that the antilock brake control is not prohibited only when the wheel has a positive wheel rotational acceleration exceeding a second predetermined value before the predetermined time elapses.

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